When using coil springs on the rear, changes are made with spring rates not the free height of the coil springs. If too much of the bias is on the rear brakes, the car will be loose under heavier braking. A poor handling car is defined as one that is either loose (rear has less traction than the front) or tight (front has less traction than the rear). Verify the leaf spring for consistency in the arch. In addition, teams would not have to purchase expensive testing equipment. As each season comes along, our knowledge of what we need and desire grows. HOPEFULLY THE INFORMATION CONTAINED IN THE TECHNICAL AREA HAS BEEN HELPFUL. Does it have actual print outs of each spring (data sheets)? If a manufacturer decides to produce a spring utilizing chrome silicon (.625) wire in lieu of a .710 where the stress levels are too high, then the spring will more than likely loose free height, take set and even in some cases break. Here is a recent quote from a reader who has found that perfect balance. That troubles me. Flat end springs are achieved in two different ways, ground or forged. Whether you're looking to drop your car for better handling and an enhanced look, or lift your truck so you can climb over rocks and trees and add that aggressive look, we've got you covered! Brake Bias A common misconception is that arch affects free spring rate, which it does not. Also, excessive torque of the shackle bolts will increase the installed rate. However, tie down shocks are becoming less and less desirable. If you have to steer to the right at mid-turn, bring the car back in. When this is accomplished correctly, spring rates and reactions can be more accurately predicted which in turns makes the chassis more predictable. Hopefully the data contained in these pages was informative. Furthermore, the spring will absorb all the weight transfer, and not plant the tire securely on the track. DESIGN: Most coil spring failure is directly related to the design of the spring. If a user was to lose their sheets then we should be able to pull the data up at a later date. These bushings produce a solid rear housing displacement for added traction. SHADOW RACING PRODUCTS973.684.7270www.shadowracing.com. The longer lever arm created by the adjustment scenario in the prior paragraph compresses the RF spring more than it would have in our baseline set up. Setup With a big-bar Mike Leary of Leary Racing Shocks recommends adding wedge to the car by preloading the bar. By purchasing springs that are already accurately rated, you will not have to pay your engineer ($$), team manager ($$), or crew chief ($$) to rate springs that you have purchased. Increase the Rear Brake Bias. This happens when the crew knows there needs to be a spring split in the rear and installs a stiffer RR spring than the LR spring, but goes overboard and uses a RR spring that is much too stiff. Neck Mount 1.525in Black ALL14475. Usually a 60-65 percent front and 35-40 percent rear bias works for most tracks. These methods, good or bad, can be confusing at times. When this occurs, the car will increase spring pre-load and do one of two things. Every time that the material is heated, it removes carbon from the material. The leaf spring will last longer because the shock will assist in absorbing the dampening forces. Leaf Spring Technical Information. Initial camber settings must be revised when changing from conventional to BBSS setups. Leaf springs possess many desirable suspension features, such as dampening, forward bite, roll over steer, high anti-squat percentage, and high lateral stiffness. How much does each spring compress? It is important to design the spring to its environment as well as its intended use. Yes there's aftermarket springs that work great on there own to combat wheel hop if you don't want to or can't run traction bars. FYI, the springs shown here are stock ride height for a 1970 Nova. Driving style plays a major role in the life of a leaf spring. The bottom line is that at mid-turn, each end will want to roll to its own degree of angle. Although they are the oldest, they seem to be the least understood. Sometimes the car is tight and the driver turns the steering wheel far enough to get the car to turn. This system uses two springs on tip of each other in series. Measuring the arch from the floor up to the main leaf is referred to as table arch.LANDRUM SPRINGdoes not recommend using this method to accurately measure spring arch. For the Big Bar, Soft Spring setups, teams often introduce Pro-dive into the left front suspension to encourage rapid dive on entry to get the left front down quickly. To check if the spring and jack plate is making true contact, simply inspect the contact points. Once you have evaluated all of the above and feel fairly confident that the car is set up correctly, you should then work to tune the transitions into and off of the corners with the shocks. Bump Steer Gauges; Canopies & Car covers; . As we use the left-front tire more. However, under racing situations, this may cause the chassis and rear end to have excessive movement, thus producing erratic handling. SHOCK SELECTION One should use the same free height, but change rates. Make sure your brake bias is tuned correctly. In most cases the static deflection differs from the actual deflection of the spring between zero and static load, due to influences of spring camber and shackle effect. This not only insures consistent and proper spring rate, but also longer life (more cycles). Trends are a part of this learning curve and greatly influence some, but not all racers. In turn, the life of the spring and the number of cycles is reduced. How to raise the cross weight in an iRacing asphalt setup. Place the straight edge on the spring so that it intersects the front and rear bushing. The overall work that a shock does is to resist the rebounding of the springs and control the speed of compression. Published: Mar. $119.99; 119 - Reward points. Shock rebound rates need to be adjusted to allow the LR tire to stay in contact with the racing surface. This insures properly made springs, guaranteed arch tolerances, access to complete labs for testing and research with technical racing experts to understand your requirements. Most teams that do this also run the BBSS setups and desire to drop the front end as low as possible and as quickly as possible on turn entry. And, it must be economically applied. Generally the spring rate will increase when the following is done or decrease on the opposite. Major League Baseball has . 224 0 obj <>/Filter/FlateDecode/ID[<04189D418AA83747B285A384057BE34D>]/Index[208 34]/Info 207 0 R/Length 92/Prev 972353/Root 209 0 R/Size 242/Type/XRef/W[1 3 1]>>stream The clip is installed by using a hydraulic press to assure proper tightness. If we can get the car to handle well in the middle, then we might have already solved some of the entry and exit problems, too. Let's go through each item and explain how they can affect our turn entry and exit performance. The following information and diagram may be beneficial for installing and checking mounting points. There are ways to do that without changing the handling at other points around the racetrack. Balance is spoken of in all types of motorsports these days, even F1. Because the front tires generate more traction with a greater angle of attack, the driver is actually putting more traction into the front end. The opposite of Ackermann is called reverse Ackermann. Clipshave a profound effect on spring rates. If the pitch is consistent, but too far apart then the spring will tend to take set and distort. Several top-level teams have found that this movement actually causes the car to handle inconsistently. In addition, the choice of this material will allow a manufacture to wind the spring out of smaller wire to incorporate a larger pitch, which will inadvertently allow more travel and produce a lighter weight spring. The open-end type springs are required when spring security of location is desired. The RF and LF wheels will always experience changes in camber as the car enters and rolls into the turns. In the common asphalt setups of today, where we use a larger sway bar and softer springs (BBSS), the presence of Ackermann effect could be more detrimental. This simple task will increase the life of the leaf spring dramatically. The Antis Knowing that every spring has its own characteristics, Landrum Spring, engraves the exact rate of each and everyGOLD COILto 1/10#. with r/r toe out the r/r wants to go to the wall you have to back steer and this makes it harder to get under a car coming off the corner.You always want to check the rear axle alignment because if you crash and have to put a new axle under it and the new one is toed different you could waste 2 or 3 weeks getting the car back right.I've checked a lot of housing,the winters quickchanges are good out of the box ,but the junkyard and 5 on 5 floaters are all over the place .I have found over years of racing that if my r/r has 1/16 to 1/8 toe in and the car is still loose I need to look at the springs,weight shocks etc.. That would be only on the r/r,you could toe the l/r out and the r/r in if the car needed it.If your housing has 1/16 toe out on the r/r you might need to shorten the wheelbase 3/4 to 1'' to get some toe in in the r/r.With r/r toe in the thrust angle of the tire is pointing toward the center of the car.When you pick up the throttle the r/r drives toward the infield and keeps the car tight letting you apply more power. It doesnt solve the problem of multiple heat runs it simply tries to hide the fact. Since only the bottom spring is now the only one working, its rate is what the car runs on, as long as the shock is compressed to the predetermined point. So testing for the fastest lap does not guarantee success. The wine-and-cheese crowd refers to these as oversteer and understeer. Raise the Rear Panhard Bar Up on both sides. These theoretical rates are just that, Theoretical. Engineered to hold a great amount of stored energy for instant weight transfer. Antidive helps prevent sudden nose dive on entry by mechanically resisting the downward motion of the suspension using the rotational forces created through braking. Every race car needs a certain amount of tire stagger. Both of these are necessary components that will be needed to win championships. It's been three years since we discussed the subject of handling fixes. Decrease the Angle of the Upper Trailing Arm. Static deflection of a spring equals the static load divided by the rate at static load; it determines the stiffness of the suspension and the ride frequency of the vehicle. While it is important to monitor free height for spring set, it is more crucial to know the actual rate in its working range. If we arrange our control arm angles, from a side view, for antidive, then as the car dives the upper BJ would move to the rear and the bottom BJ would move to the front. Most top shock technicians will be able to help you select the proper shock rates to go along with your particular setup related to your type of racetrack. by 72firechicken Sun Jun 19, 2011 5:44 pm, Post When using the closed-end type springs, we recommend that the spring be wire tied in place just enough so as to hold the spring in place, but not where the spring is in a bind. For example, while testing at Charlotte, a car had a 375# tagged spring in the rear, the driver felt that the car was loose on corner entry and the Hoosier tire temperatures supported his feel. Complete kit includes a pedal with a built-in return spring and throttle stop, universal firewall bell crank. The same theory applies to leaf springs. To accomplish a forged flat end, the spring material has to be heated more than once. The less angle the better. Now we have a slanted board! The rear stagger should be matched to the racetrack and not used to correct handling problems. All the driver knows is that the car is loose. The front may be too stiff compared to the rear. Because the torque requirements are low, it is suggested to always use self-locking nuts to prevent nuts from backing off. And, some aspects of chassis setup build on other aspects. The message I get from those who have worked this trend for a sufficient number of years is one of the following two types: 1) a continuing and constant search for balance in the car and a loss of success on the track, or 2) a returning to the more conventional setups because they have experienced number 1 above. Only use springs manufactured by companies such as LANDRUM SPRING that have a complete manufacturing facility. A 1 1/2-inch top view misalignment with a 44-inch driveshaft results in nearly 2 degrees of angle at both the tranny and the pinion shafts. The right-side tire contact patches will also need to be inline with the right front tire pointed straight ahead. Rear Geometry The effect is huge. 1/2" on RF (5 degree angle of Upper A-Frame mounting bolts), 1/4" on LF, front higher than back, average bolt height the same as before. Of the many components that can be changed on a race car chassis, the coil spring change brings about one of the most adverse effects on a chassis. Decrease the Split on the Rear Panhard Bar Heights. LANDRUM SPRING is not responsible for any incorrect information listed. The tire temperatures still supported his feel. Then a 2,000# spring could be anywhere between 1,900 to 2,100#. Furthermore, the life of the spring will be extended due to the fact it is not under high stress, but more importantly, handling will be consistent. Remove the spring from the car and place it on its side on the floor or a flat surface. Leaf springs are the oldest form of suspension in racing. The amount of difference you need is directly influenced by the installed motion ratio of the spring and the spring rate. If you stack a 10-inch 200 rate and 6-inch 200 rate spring, you get a combined rate of 100 pounds per square inch. Bushing choice will also affect spring life, and more importantly, spring performance. The leading edge of each leaf plays a role in determining spring rates. On a three-link rear suspension you should have the front of your right-side control arm higher than the rear mount by 1/3 of the total amount it will travel in the turns. Same weight, same board, but now let's use a 25 pound spring and a 50 pound spring. A loose or tight car can also be caused by a tight or loose setup. Even though the winding process using CNC automated equipment is consistent, the variances in the quality of spring wire is not as consistent. Carrying an inventory of A-Arm lengths gives you more Instant Center Adjustment choices right at the track. As a result, the inboard springs are mounted the softer the installed rate will be. Brake bias influence can be easily determined by entering the corner with medium to heavy braking first and then entering with light braking to see if there is a difference. This is important due to the fact that some springs may be in various warehouses, dealers and chassis shops for up to two three years before reaching the race team. The setup is balanced when the LF and LR tire temps are similar. TUNING THE CAR WITH SPRINGS REMEMBER: "STIFF SPRING GETS THE WEIGHT" Rear to front weight transfer (deceleration) POINTS TO REMEMBER: (1.) The driveshaft doesn't know which view these angles are resulting from, just that they are equal and opposite. Plan out changes that could help improve performance or durability. The steering system in your car must be evaluated and any negative characteristics must be eliminated. The optional third day of the Performance Driving course offers extended track time with more in-car coaching and driver development. Cars with a lower CG should have a MC that ends up farther to the left side of the scale than would cars with a higher CG. Because of restraints in design and the need for geometry controls for moment center placement, we have to live with those properties. When the car is jacked up during a pit stop for a tire change, the suspension may become completely unloaded leaving the coil spring to rotate in the spring bucket. The disadvantages of banding clips with rubber linings is that the rubber will absorb grease and brake fluids leading to deterioration of the components. Leaf Spring Conversion Chart. DISPOSE OF DAMAGED SPRINGS:While springs are made of a high-tensile strength wire, they are susceptible to damage from impact. When should one use high or low arched springs? Shackle rigidity and length play a role in the installed rate as well. In addition, as the spring is put under load the shackle angle increases; therefore, the spring rate decreases under travel. 200 x 200 = 40,000 (Top Spring Rate X Bottom Spring Rate)200 + 200 = 400 (Top Spring Rate + Bottom Spring Rate)40,000 400 = 100 Rate, Click here to download as PDF Chevrolet. Be careful not to overdue that. It has been found that the misalignment of your tires/wheels presents serious drawbacks to a finely tuned chassis and setup. Decrease the amount of rebound in the LR shock and/or soften the rebound in the RF shock to help this situation. Antisquat is detrimental to corner entry. When the car is not balanced, the neutral handling does not stay with the car for very long. When the LR tire is the coolest on the car, the rear spring split may be too much. We have continually pressed these issues because of the extreme importance they have. A very soft spring would need more compression rate and less rebound rate, whereas a stiff spring would need a lot of rebound rate and much less compression rate. Another way to gain bite that we have described in the past involves the use of a spring-loaded pull-bar that allows a certain amount of rear end rotation. If all of these issues are evaluated and corrected, then you can move on. Furthermore, if in the event that there is a spring failure, we can trace the springs history and make up all the way back to the wire source. If I have a split rate shock such as 3-5 and I turn the shock 180 degrees, will the shock then be a 5-3? Run the car at a moderate speed through the middle well below race speed and note how far the steering wheel is turned. Decrease the Pre-Load on the Stabilizer Bar. The moment center must be located correctly for your type of racing and the cambers must be set, again toward your setup style and track conditions. In situations where the exit portion of the track provides less traction and/or the corner is more flat, we might need to develop more rear traction upon acceleration. Use a Smaller Front Stabilizer Bar. The spring will not have any consistent spring pre-load from one spring to another; as a result, the chassis will not respond consistently. The spring rate is lighter than other styles of leaf springs and usually requires a device to control positive and negative torque loads as well as requiring coil springs to hold the chassis at ride height. Do not seek aero downforce at the expense of aero drag increase. It is possible to have Ackermann in our steering system when we steer left and reverse Ackermann when we steer to the right. Try to install shock rates to complement the car's setup. The reason I say that with confidence, is because I have gone up against more aero efficient cars with setups and body configurations that were aero-deficient and still out ran them. . Adding or removing as little as 50 pounds can also make a difference. In addition, banding clips are frail and tend to break under impact or stress. When the front bushing is allowing the front leaf spring to pivot, it transfers all the side loads and lateral forces to rear portion of the leaf spring and shackles or sliders, which were not designed to handle the additional stress. Let say that a chassis engineered wanted to increase the right front spring rate by only 200#. On parabolic and multi-leaf applications, it is not recommended to run a torque device, such as a torque arm or a spring or rubber torque link. hb```9,"o@(Yf8 rijYd`Pu9s9`*fm3 fxEGG;`(1Aja;ZYm @PfdPhv` } >--`;Xo!H^`(, H)3](c0 Ri Bushingchoice can affect spring rates. The free rate is generally progressive, meaning that the leaf spring rate does not increase proportional to the rate of deflection. That simple test has helped many teams quickly determine the status of their setups so they will quickly know which direction to go when tuning the mid-turn handling. This is not the same amount at all positions of the spring, and is different for the spring as installed. With the advent of the BBSS setups, both front wheels experience a great deal of camber change as the chassis dives 3 inches or more in the turns with an accompanying reduction in chassis roll. These lightweight clips simply cannot withstand the tremendous forces encountered in racing leaf springs. At Apex Customs Phoenix our expert technicians understand that every suspension package is . Here are what we consider to be the 10 most important areas of chassis setup with No. Tapered end leaves have a gradual decrease in thickness on each end. The effect will be a lack of forward and side bite under acceleration. Urethane and aluminum bushings tend to transfer more energy and loads directly to the spring. The car is loose right at mid-turn and off the corner. In the QA1 part numbers, which is first - compression or rebound? CORRECT MARKING:Having a spring with the correct markings is very crucial. In disciplines like dirt and asphalt circle track racing, suspension setups often require a highly specialized approach in order to maximize stability and grip, and that's led manufacturers to develop a number of different ways to approach common issues. Decrease the Pre-Load on the Front Stabilizer Bar. This can enhance the life of the leaf spring because the shock will be absorbing some of the braking forces. The engine vibration and the contact of the new wheel being installed on the hub face generally causes enough instability to cause the spring to shift in the pocket. This eliminates the inaccuracies and confusion of trying to figure out how each spring is rated. When they are working together, the car is well on the way to a balanced state. Changing spring rates is a primary setup tool to get both ends of the car to match up . Due to the fact of the popularity of the leaf spring system, we felt racers may want to understand more about how the suspension actually works. Just giving the car more rear traction, period, does not help us if the car becomes too tight in the middle of the turns and we could end up with the reverse of what we need. Through our research, diamond trimmed leaves produce the most consistent spring rate. When running balanced setups that work the left-front tire, we must eliminate most of the Ackermann. So, there is a limit to how much you can get away with and still have a decent corner entry. We are only talking about a difference of 0.040- to 0.060-inch, but that is enough to help stabilize our car on exit and provide added bite. It may take a few test sessions to help you determine your balance, but if you observe the indicators correctly, then tuning the car for dynamic balance can be done. So, with some of the information we have learned over those years applied, here is a modernized version of that article. LIT-A950700006 80249N Ford F-150 LightningHarley HE. When towing the race car, avoid strapping the vehicle by the chassis. With excess Ackermann designed into our cars, on purpose or not, we can gain a lot of toe-out, which causes our front tires to work against each other. So, here is, in order of logic and importance, a list of setup parameters we need to address to make our cars fast and consistent. LANDRUM SPRING and many of the top chassis manufacturers recommend that the shackles never extend straight back. The less desired method is the forged or stamped method. Squared end leaves produce high stress points in each leaf leading to premature failure of the leaf. This condition is very hard to detect from a driver's perspective. Alignment SPRINGS WITH HIDDEN COST $$:Simply put it, buyingGOLD COILSmay save most any race team money. Springs should be replaced after a chassis has received a severe blow. We have redesigned our website to give our customers a better online shopping experience. Are their hidden cost in the spring purchased? The use of softer front springs, larger sway bars, and big spring split in the rear has swept across the country for more than five years now with mixed results. The front end should always be weighed to ensure proper spring selection. Loss of efficiency can rob power from the drivetrain due to the generation of vibrations and harmonics that are also damaging to the bearings. Example the leaf will be 2 1/2 wide throughout its length, and .323 in thickness throughout its entire length. Oval Track Leaf Spring Mounting Point. If one corner of the car is shocked stiff, then as that corner desires to move in compression, more load will be retained by that corner as well as the opposite diagonal corner of the car during the compression cycle only. The very last thing you need to worry about is your aero package. If the rear end is not aligned properly, the car may be either tight or loose in all three phases of the turns. The farther left the MC is located, the more efficient the front end will be and will want to roll. e; $259.99. With the car set up correctly, it is just a matter of experience and a little racing luck that brings that first win. Most companies incorporate a metal tag denoting the theoretical rate of each spring. Tire temperatures can tell a lot about the setup and where we need to look to fix the setup balance problem. Racing Shocks Setup Tips for Dirt and Asphalt Here are some racing shock setup tips you can apply at the race track. Also, by increasing the lowering block height, one will be raising the axle height or lowering the front eye which will increase chassis roll. When using stacked springs on a Dirt Late Model, this allows the car to run on a very soft spring rate on entry of the turn, until the heavier rate is needed through the middle and exit off the turn. Our springs are available in a wide range of sizes and rates. LIT-722 C7 Z06 Corvette Heat Exchanger 80294NDP. There can be a small amount of rear steer as the. Installing the leaf spring directly to a fixed axle seat (no upper or lower rubber mounted pads which are common on GMs) will increase the overall spring rate, wrap-up rate and lateral rate, as well as the braking rate. Since each spring is bearing 50 pounds of weight, the 25 pound spring will compress two inches, and the 50 pound spring will compress one inch. Leaf spring mounting angles are one of the most important factors in a leaf spring system. We do not want to try to solve turn entry problems with the brake bias, we only need to make sure the car stays neutral in handling when the brakes are applied. Transitional components include the shocks, rear roll steer, brakes, rear steer under power, camber change, rear stagger and the Anti's (dive and squat). Those were salvaged out of the old car and were perfectly fine. Slinging the car into the corner or spinning out puts an extreme amount of lateral force on the springs which in turn, causes premature failure. Aero Package SERIAL NUMBER:Having a spring that has its own serial number is important. I can't tell you how many times I have refined the MC location in a car and had it totally change the way the car turned, for the better. When not racing, keep the springs unloaded by simply placing a jack stand under the chassis frame rail. This can cause an undesirable change in spring rate and wheel base settings. 0 hbbd```b``+@$S The setup that will stay consistent throughout the race is the one that wins, and balance provides that consistency. Coil Spring Technical Information. We also want to make sure that adjustments to other segments later on do not affect the mid-turn handling. EveryGOLD COILhas its own dyno sheets incorporated in its box when leaving our facility. Theinboard mounting positionof the springs play an important role as well. by 72firechicken Tue Jun 21, 2011 1:34 pm, Post WAYS TO ENHANCE PERFORMANCE AND LONGEVITY OF LEAF SPRINGS. In fact, it is more important to get the mounting angles correct than selecting the proper spring rate.No matter what spring you put on the car it may not perform properly if the angles are misaligned.To counteract the effect of incorrect mounting angles, you may have to install erratic spring rates, shock rates, wheel off sets, unsuitable ride heights, and/or undesirable tire stagger, each of which will cause unpredictable handling characteristics.
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